7 Subway Extension

Progress on constructing the 34th Street station mezzanine as of June 2011

The 7 Subway Extension — Hudson Yards Rezoning and Development Program is the plan to extend the IRT Flushing Line of the New York City Subway, which carries the 7 train service, westward from its current terminus at Times Square, adding one new station at 34th Street – Eleventh Avenue.^[1] A second station at 10th Avenue – 41st Street was dropped from the plans in October 2007, but could be restored if funding can be found.^[2] The extension is expected to be operational by December 2013.^[3][4][5]

Hudson Yards Redevelopment Project

Map of the planned extension of the Flushing Line

The extension, part of the Hudson Yards Redevelopment Project, is intended to aid redevelopment of the west side of Midtown Manhattan around the West Side Yard of the Long Island Rail Road. It was originally proposed as part of the failed attempt to build the West Side Stadium for the New York Jets and the city's bid for the 2012 Summer Olympics. Although the stadium plan was rejected by city and state planning agencies, the 7 subway extension plan received approval to move ahead, as New York political leaders would like to see the warehouse district west of Eighth Avenue and north of 34th Street redeveloped, and subway service would be an essential part of that effort. The extension would also serve the newly expanded Jacob K. Javits Convention Center.

Construction progress

In October 2007, the MTA awarded a $1.145 billion contract to build 7,000 feet (2,100 m) of twin-tube tunnel from the current 7 train terminus at Times Square, and the shell of the 34th Street station, to S3, a joint venture of J.F. Shea, Skanska USA Civil, and Schiavone.^[2][6][7] Richard Dattner and Partners, Architects, designed the Jacob Javits Convention Center station.^[8] After excavating the new terminal's shell and creating the first 1,000 feet (300 m) of tunnel using the drill-and-blast method, S3 placed two tunnel-boring machines (TBMs) in the ground to dig the remaining 6,000 feet (1,800 m); as it dug, each TBM placed precast concrete liner segments to create the tunnel interior.

Construction Site P, 11th Avenue and 33d Street

In September 2007, it was announced that the new station would feature platform screen doors.^[9] The station (along with the new South Ferry station on the IRT Broadway – Seventh Avenue Line) will include special air-cooling systems to reduce the temperature along platforms.^[10]

On December 3, 2007, the MTA conducted a ceremony at the Times Square subway station marking the launch of construction of the 7 train extension. The contractor began excavating the station cavern adjacent to the Javits Convention Center. MTA posted a construction update with photographs on its website in November 2008, showing substantial progress.^[11]

Mayor Michael Bloomberg's December 12, 2006, address to the New York League of Conservation Voters noted that in November 2006, the government began issuing bonds to fund the extension of the 7 subway to Eleventh Avenue and 34th Street.^[12] The $2 Billion 7 train subway extension is being funded with New York City funds from municipal Tax Increment Financing (TIF) bond sales that are expected to be repaid with property tax revenues from future developments in areas served by the extension.^[13]

One physical hindrance to the construction of the extension was the lower-level platform at 42nd Street – Port Authority Bus Terminal on the IND Eighth Avenue Line. Ironically, the lower-level, downtown-only platform, was built by the IND to prevent the IRT from extending its Flushing Line (the current 7 train) to the west. The abandoned platform was partially razed, to allow the 7 train extension to be built.^[14]

In June 2008, construction on the tunnels began along Eleventh Avenue in Manhattan. In February 2009, the MTA lowered the first of two tunnel-boring machine into a giant shaft at the corner of 25th Street and Eleventh Avenue.^[15] The two boring machines dug parallel 7,100-foot (2,200 m) long tunnels north along Eleventh Avenue to the current terminus of the 7 service at 41st Street and Times Square. On December 21, 2009, the MTA said that a tunnel-boring machine broke through the 34th Street station cavern wall.^[16] Both tunnel-boring machines were scheduled to finish the required tunneling in the spring of 2010.^[17]

In June 2009, the MTA completed excavation of a 150-foot (46 m) long cavern within the basement of the Port Authority Bus Terminal, which will form part of the northern (compass eastern) end of the new extension and connect it to the Times Square station. The cavern lies just below the bus entrance ramp to the terminal's lower level.^[3] In June 2010, one of the TBMs completed its tunnel at the cavern; the second TBM broke through the wall of the cavern on July 15, 2010, completing its tunneling operation. The TBMs were partially disassembled and backed up to the 25th Street shaft, where they were lifted out.^[18][19][20] In April 2011, the MTA announced that the contract covering the tunnels, the 34th Street station mezzanine and passenger platform was 85% complete, and that the systems contract, covering mechanical and electrical systems, electric power, lighting and train tracks would be awarded by July 2011. A second entrance to the station is planned.^[21]

In May 2012, the MTA announced that the extension, now 65% complete, had received the installation of the first set of rails.^[22]

10th Avenue station

Although a new station at 10th Avenue and 41st Street was part of the original plan, the intermediate station was eliminated in October 2007 due to cost overruns, leaving the terminal station at Eleventh Avenue and 34th Street as the only new station on the extension. The MTA indicated that the 10th Avenue station could be included in the project if funding were found.^[2] The station was not included in the original contract award. However, a $450 million option to build a shell for the station was included as part of the October 2007 contract, and required action by the city within nine months to have a shell built as part of the initial contract. Reports in late December 2007 indicated that the postponed station might be partially built if the City of New York and the MTA can come to terms on the additional financing for the station shell.^[23] In February 2009, the MTA announced that it would build the station if the agency received sufficient funds from the federal economic stimulus package.^[24] Developers and local residents have formed a petition to construct the shell, fearing that the opportunity to construct the station could be lost after the tunnel excavation is completed. In June 2010, the city announced it was seeking funding to assess the feasibility of constructing the station at a later date using a two platform, two entrance model without an underground connecting passage. This type of station, while common in Manhattan, is not considered ideal by the MTA but would nonetheless be acceptable if funding were eventually found.^{[25][26][27][28][29]}

Proposed New Jersey extension

On November 16, 2010, The New York Times reported that Mayor Michael Bloomberg's administration had been working on a plan to extend the 7 service across the Hudson River to Hoboken and continue to Secaucus Junction in New Jersey, where it would connect with most New Jersey Transit commuter lines. It would offer New Jersey commuters a direct route to Grand Central Terminal on the East Side of Manhattan and connections to most other New York City subway routes.

If built, the extension would take the New York City Subway outside the city's borders for the first time.^[30] The plan would replace the Access to the Region's Core (ARC) tunnel, which was canceled by New Jersey Governor Chris Christie in October 2010.^[31]

On February 2, 2011 the city's Economic Development Corporation voted to budget up to $250,000 for a feasibility study of a tunnel for the subway line extension awarded to Parsons Brinckerhoff, a major engineering firm that had been working on the ARC tunnel.^[32][33]

The New York Post has reported that the Flushing line extension will have a formal proposal made by Mayor Bloomberg around the end of 2012. New Jersey Governor Chris Christie and the Port Authority are on record as supporting the plan, along with splitting the estimated US$10 billion cost if it is officially approved.^[34][35]

A subway extension would cost less than the ARC tunnel, as it would start at the planned station at Eleventh Avenue and go west, avoiding the expensive tunnel boring work east to Herald Square and the complex station deep underground there. But travel times into Manhattan might be longer than under the original ARC proposal, because riders would need to transfer to the subway from New Jersey Transit trains at Secaucus. And because NJT trains would continue to or from Penn Station, the key goal of reduced tunnel congestion would not be achieved. On the other hand, as Governor Christie said "It would actually connect us to the east side of Manhattan, like we always wanted to..." ^[36] Bloomberg had yet to meet with New York Governor-elect Andrew Cuomo, and the project, which could require five additional years to develop, would not be automatically entitled to the federal funding allotted to the ARC tunnel.^{[37][38][39][40][41][42]}

Amtrak's February 2011 announcement of the Gateway Project includes a proposal to extend the 7 service three blocks east of Eleventh Avenue to New York Penn Station, instead of five miles west to Secaucus.^[43] Gateway, under auspices of Amtrak, would include a high-speed rail right-of way from Newark Penn Station to New York Penn and provide more capacity on New Jersey Transit rail operations. US Congress allocated $15 million for studies for the project in November 2011. It is likely the two projects, Gateway and the subway extension, will be in competition for funding.^[44]

In April 2012, citing budget considerations, the director of the MTA said that it was doubtful the extension would be built in the foreseeable future, suggesting that the Gateway Project was a much more likely solution to congestion at Hudson River crossings.^[45]

See also

• Hudson Yards Redevelopment Project
• Second Avenue Subway

References

External links

External videos
	7 Subway Extension - 12/14/2009 Update, Metropolitan Transportation Authority; January 12, 2010; 2:32 YouTube video clip
	7 Subway Extension Update - 7/15/2010, Metropolitan Transportation Authority; July 16, 2010; 3:13 YouTube video clip
	7 Subway Extension - 5/4/2011 Update, Metropolitan Transportation Authority; May 4, 2011; 2:59 YouTube video clip
	7 Subway Extension - 11/16/2011 Update, Metropolitan Transportation Authority; November 16, 2011; 2:27 YouTube video clip
	7 Subway Extension - 5/10/2012 Update - Rails being delivered, Metropolitan Transportation Authority; May 10, 2012; 2:53 YouTube video clip

• 7 Subway Extension Update - Official MTA 7 Subway Extension Project Page (updated November 2008 and October 2009)
• New Milestone for No. 7 Subway Extension Project - MTA.info Website (June 11, 2010).
• Work on Extending the No. 7 Line Continues to Progress - MTA.info Website (April 4, 2011).
• 7 Extension Progress April 2011 (5 photos) - MTA's Facebook Website
• 7 Extension Progress June 14, 2011 (29 photos) - MTA's Facebook Website
• 7 Extension Update - January 26, 2012 (27 photos) - MTA's Facebook Website
• http://www.subwaytosecaucus.com/ original proposal for New Jersey extension

v t e New York City Subway Services  1   2   3   4   5   6   7   A   B   C   D   E   F   G   J   L   M   N   Q   R   Z   S  Shuttles 42nd Street Franklin Avenue Rockaway Park Unused or defunct 8 9 AA BB CC EE (8 Avenue) EE (Broadway) GG H HH (Court Street) HH (Rockaway Park) JJ K (Jamaica) K (8 Avenue) KK LL MJ NX P QB QJ QT RJ RR T TT U V W X Y JFK Express Shuttles 63rd Street Bowling Green Culver Grand Street BMT 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Capital projects 7 Subway Extension Fulton Street Transit Center Second Avenue Subway Divisions A Division (IRT) B Division (BMT, IND) Stations Boroughs The Bronx Brooklyn Manhattan Queens Types Closed Terminals Transfer stations Other lists Lines Yards Inter-division connections Miscellaneous Staten Island Railway Automation Chaining History Fares MetroCard Nomenclature Rolling stock Proposed expansion (1929–1940)